IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


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I.I 


1.25 


145 


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Photographic 

Sciences 
Corporation 


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CIHM/ICMH 

Microfiche 

Series. 


CIHIVI/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  /  Institut  Canadian  de  microreproductions  historiques 


'<6 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


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D 


D 


D 
D 
D 
D 
D 

D 


Coloured  covers/ 
Couverture  de  couleur 


I      I    Covers  damaged/ 


Couverture  endommag6e 

Covers  restored  and/or  laminated/ 
Couverture  restaur^e  et/ou  pellicul6e 


I      I    Cover  title  missing/ 


D 


Le  titre  de  couverture  manque 


Coloured  maps/ 

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Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


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Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  p^ges  blanches  ajout^es 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6t6  f  iimdes. 

Additional  comments:/ 
Commentaires  suppl^mentaires; 


L'Institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  6t6  possible  de  se  procurer.  Les  ddtails 
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point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  m6thode  normale  de  filmage 
sont  indiqu6s  ci-dessous. 


D 
D 
D 
0 
D 


D 


Coloured  pages/ 
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Pages  damaged/ 
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Pages  restaur^es  et/ou  pellicul6es 

Pages  discoloured,  stained  or  foxed/ 
Pages  ddcolordes,  tacheties  ou  piqu^es 

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rTl    Showthrough/ 


Transparence 

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Includes  supplementary  materit 
CompkSnd  du  materiel  suppldmentaire 

Only  edition  available/ 
Seule  Edition  disponible 


I      I   Quality  of  print  varies/ 

I      I   Includes  supplementary  material/ 

I     I    Only  edition  available/ 


Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  ref limed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6t6  filmdes  d  nouveau  de  fagon  d 
obtenir  la  meilleure  image  possible. 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  fiimd  au  taux  de  rMuction  indiqu^  ci-dessous. 

10X  14X  18X  22X 


26X 


30X 


y 


12X 


16X 


20X 


24X 


28X 


32X 


laire 
8  ddtails 
ques  du 
It  modifier 
(iger  une 
e  filmage 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

Library  of  the  Public 
Archives  of  Canada 

The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


L'exempiaire  film6  fut  reproduit  grAce  A  la 
g4n4rosit4  de: 

La  bibliothdque  des  Archives 
publiques  du  Canada 

Las  images  suivantes  ont  6t6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  at 
de  la  netteti  de  l'exempiaire  film6,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 


d/ 
ludes 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprimis  sont  filmte  en  commen9ant 
par  le  premier  plat  et  en  terminant  soit  par  la 
derniire  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration.  soit  par  le  second 
plat,  salon  le  cas.  Tous  las  autres  exemplaires 
originaux  sont  film6s  en  commen9ant  par  la 
premiere  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  derniire  page  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  — ^  (meaning  "CON- 
TINUED"), or  the  symbol  Y  (meaning  "END"), 
whichever  applies. 


Un  des  symboles  suivants  appara?tra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbole  — ►  signifie  "A  SUIVRE  ",  le 
symbols  V  signifie  "FIN". 


taire 


Maps,  plates,  cherts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
fiimis  A  des  taux  de  rMuction  diffdrents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reproduit  en  un  seul  clichi,  il  est  film6  d  partir 
de  I'engle  sup6rieur  geuche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  n6cessaire.  Les  diagrammes  suivants 
illustrent  le  mithode. 


I  by  errata 
mad  to 

nent 

une  pelure. 
fapon  d 


1  2  3 


32X 


1 

2 

3 

4 

5 

6 

Gl 


f;>i' 


REPORT 


UPON  THE 


MERITS 


OF  THE 


GREAT  WESTERN  RAILROAD 


CANADA   WEST: 


BT    X 


COMMITTEE  OF  ITS  AMERICAN  FRIENDS. 


BOSTON: 

185  1. 

ASTBURN'S    PRES 


CSV) 


: 

^ 

Un 

of  Ne 

friend 

heldi 

also  a 

Comp 
A( 

Great 

lions, 

'■ 

•"] 

West 

inter( 

'•■ 

scrip! 
said  ' 

gene 

isfaci 

that 
scrip 

mutu 

they 

' 

statis 

REPORT. 


Under  the  call  of  a  preliminary  meeting  held  in  the  City 
of  New  York  in  the  month  of  April,  a  convention  of  the 
friends  of  the  Great  Western  Railroad  of  Canada  West,  was 
held  at  Niagara  Falls  on  the  5th  and  6th  of  May,  which  was 
also  attended  by  the  officers  of  the  Great  Western  Railroad 
Company. 

A  Committee  appointed  at  this  meeting  to  confer  Avith  the 
Great  Western  Rail  -oad  Company  and  report  a  plan  of  opera- 
tions, made  the  following, 

REPORT: 

"  That  in  their  opinion  the  time  has  come  when  the  Great 
Western  Railroad  may  be  completed,  provided  the  parties 
interested  on  the  American  side  will  lend  their  aid,  by  a  sub- 
scription of  stock  to  the  amount  of  one  million  of  dollars. 

"  They  believe  that  such  arrangements  can  be  made  with 
said  Company  in  regard  to  the  termini  of  the  road  and  the 
general  management  of  the  Company,  as  will  be  entirely  sat- 
isfactory to  the  American  Stockholders.  They  recommend 
that  a  Committee  be  appointed  to  procure  American  Sub- 
scriptions upon  such  conditions,  as  will,  in  their  opinion  be 
mutually  satisfactory  to  the  present  Stockholders  and  to  those 
they  may  procure.  And  to  urge  said  subscriptions  by  such 
statistics  and  arguments  as  they  see  fit  to  use. 

'J.  M.  FORBES, 

'•'  Cliainnun  of  Com/nittec.'' 


Whereupon  the  following  Resolutions  were  passed  unani- 
mously. 

Resolved^  "  That  John  M.  Forbes,  Alexis  Ward,  Theodore 
Dehon,  Ileury  B.  Gibson,  John  Wilkinson,  Erastns  Corning, 
John  T.  Norton,  John  E.  Thayer,  George  B.  Blake,  U.  D. 
Williamson,  John  C.  Green,  Edward  L.  Baker,  Charles  Paine, 
William  T.  Enstis,  Z.  Chandler,  Henry  Ledyard,  Henry  N. 
Walker,  and  J.  W.  Brooks,  be  a  Committee  to  procure  Ameri- 
can subscriptions  to  the  Great  Western  Railroad." 

Resolved,  "  That  in  the  opinion  of  this  meeting  the  speedy 
completion  of  the  Great  Western  Railroad  from  Niagara  River 
to  Detroit  River,  is  highly  important,  forming  as  it  does  a 
necessary  link  in  the  Great  trunk  Railway  from  the  Atlantic 
to  the  Mississippi,  which  will  be  not  only  the  shortest  route, 
but  more  level  in  grades  and  straight  in  linear  arrangement 
than  any  other  trurdc  line  can  be  made  for  the  same  route  of 
travel." 

Resolved  "  That  we  have  the  most  decided  confidence  in 
the  value  of  the  stock  of  this  road  as  a  permanent  well  pay- 
ing investment,  and  would  recommend  it  to  our  friends  and 
the  public." 

A  Sub-Committee  was  then  appointed  to  prepare  this  Re- 
port, and  the  meeting  adjourned  sine  die. 

From  very  thorough  examinations  of  the  route,  it  is  esti- 
mated that  the  Great  Western  Railroad  will  cost  from  Win- 
sor  (opposite  Detroit)  to  the  Suspension  Bridge  at  Niagara 
Falls,  five  millions  of  dollars. 

Since  the  location  of  the  route  and  the  estimate  of  its  cost, 
nearly  the  entire  work  has  been  let  to  efficient  and  able 
contractors  and  most  of  it  at  prices  below  the  estimate,  the 
contractors  taking  a  proportion  of  their  payments  in  the  stock 
of  the  Company. 

The  Provincial  Government,  by  law,  has  agreed  to  guaran- 
tee the  interest  for  an  indefinite  period  upon  the  Bonds  of  the 
Company  at  six  per  cent,  interest  for  one  half  the  cost  of  the 
road.  The  Company  think  they  have  good  reason  to  hope 
that  the  government  will  agree  to  guarantee  the  principal,  as 


I   I 


well 
gardi 
ties  I 
will'' 

:\ii 

izcd, 

Stncl 

their 

ward 

char: 

lie  in 


)assed  unani- 

•d,  Theodore 
tns  Corning, 

Blake,  D.  D. 
larles  Paine, 

rd,  Henry  N. 

ncure  Ameri- 

J." 

g  the  speedy 
iagara  River 
>s  it,  does  a 
the  Atlantic 
ortest  route, 
arrangement 
une  route  of 

onfidence  in 
lit  well  pay- 
friends  and 

ire  this  Re- 

e,  it  is  esti- 
frorn  Win- 
at  Niagara 

of  its  cost, 
t  and  able 
timate,  the 
1  the  stock 

to  guaran- 
•nds  of  the 
cost  of  the 
•11  to  hope 
incipal,  as 


.') 


well  as  the  interest  of  tlie  saul  Bonds.  This  t^uiUiuitet!  is  re- 
garded as  very  valuable,  as  the  llnanci;il  six  j)er  tjotit.  se(iuri- 
ties  now  soil  in  London  at  about  seven  per  ceut.  proniiuuj, 
which  is  under  five  and  one  hall"  per  cent,  per  anuiuii. 

Miniicipai  Corporations  along  the  line  ar(;  by  law  auluor- 
ized,  and  liave  made  very  considerable  subseriptioiih,  lo  llie 
Stock  ot'the  Company.  These  Cor[)oralions  do  not  vole  upon 
their  stock,  but  those  who  hav^e  subscribed  .v;lUU,()()()  and  uji- 
ward  are  entitled  to  one  Director  each.  Subscri])tions  ol"  this 
character  are  important  as  tending  to  keep  up  a  general  ))ub- 
lic  interest  in  the  road. 

The  Capital  authorized  by  law,  is  -         -         .';«<().( lOO.OUl) 

Estimated  cost  of  Road  as  before  stated,         -        ^5,U()U,Ul)U 

The  Stock  account  stands  as  follows  : 

Municipal  subscriptions  in  Canada,        -         -  !j^55U,UU() 

Reliable  private  subscriptions  in  Canada,  -  2  10,000 
Additional    subscriptions  in   Canada   can    be 

safely  calculated  upon  to  the  amount  of     -  G0,(]00 

Contractors'  Stock  about      -         .         -         -  bOO,000 

$1,050,000 
American    subscriptions  desired  to  complete 

the  work, 1,000,000 

Total  Stock, 2,050,000 

Provincial  G  per  cent,  guarantee  Bonds,         -  2,050,000 


Total  means  if  the  ^1,000,000  American  Stock 

is  taken, $5,300,000 

The  expenditures  upon  the  road  have  been 

for  work  by  Contractors,  about           -        -  $80,000 

Rights  of  way.  Engineering  and  all  other  ex- 
penses, about  ------  80,000 

Total  expenditure,  about       -         -         -         -  *5     ItJO.OOO 


() 


AVilhdiit  ;uiy  clotcMitioii  (or  the  \v;iiit  of  monns  it  is  t.-sti- 
irmtocl  that  the  road  (Tm  he  opi'iit'd  lor  public  use  on  tliu  1st 
of  Doccinlx'r,  iS.yi.  TIkm-o  arc  between  l,;')!)!)  and  "ijUOO 
n:eii  now  at  work  upon  it. 

'^I'o  jrivn  an  idea  of  the  capacity  of  this  road  for  business, 
we  will  extract  a  few  tabular  statements  from  the  Engineer's 
report. 

TAnr,r;  ok  distancks  i.v  rulks. 


divisions. 


NiiifiiUii  Fulls  to  lliimiltoii, 
llaiiiillon  to  London, 
Loiiiloii  to  NViml.'<oi', 

Tot;ils, 


Hnilrond. 


42.10 

75  84 
109  95 


227.89 


Air  Line. 


41.22 

74.20 

108.54 


223.9t) 


LINEAR    ARRANGE.MENT. 


JJivision. 


Niiiciir.T  Fiill.~  to  Il;\niilton, 
llaniiiton  to  London, 
Loudon  to  Windsor, 


Totals, 


^li 

Radius 
11,4(10  ft. 

Curves  in  miles. 

(7.^ 

Radius    Radius 

5,73l)ft.    2,8G5ft. 

Radius 
19,113  ft. 

m  82 

70.94 
lot;  38 

0  39 

1  53 

1.87 

1  42         2.52 

2.04 

041 
0.58 

42.10 

75.84 

109.95 

217.14 

1.92 

5.33     ,    2.52 

099 

227.89 

TABLE    OF    <iRADIENTS. 


Denomination  of  (Jrades. 

Niap;anvto     Hamilton 
Hamilton,    to  London. 

London  to  i     ,,.      , 
Wind.sor.        ^°''"'- 

Level  and  UTidor  5  ft  iierniilc, 

5  ft.  to  10  ft.  per  mile, 

10  to  20  ft.        do 

20  to  30  ft.         do 

30  to  40  ft.         do 

45  maximum  west, 

21.37              34.83 

4.15             2  or. 

8  55             14  75 

8  o;!               9.75 

3.35 

;    11.10 

1 

85..52 
8.5') 
ti.l  1 
G.82 
3.00 

141.72 
14.71 
2941 

24.00 

G.;i5 

11  10 

Totals, 

42.10       1       75.84       1      109.95 

227.80 

IIS  it  is  t.'Sti- 
isc  oil  tilt;  1st 
lU  and   -i, ()()() 


for 


IlllSlllCSS, 


I'  I'Jiiguit'ur's 


Line. 


From  these  statements  it  iippenrs  tlinl  iipwiirds  of  niiicly*- 
fiv'o  per  cent,  ol'  the  whole  road,  is  iii  siraiuht  lines,  and  above 
;>ixty-l\V()  per  eent,  either  Im'el,  or  tin;  lirades  under  live  iVct 
}ior  niil(!,  ;uid  nearly  seventy  per  eent.  either  level,  or  under 
toil  leet  i)er  mile.  The  ability  ol"  this  road  !<»  do  business 
clieaply  anil  eOiciently,  may  thereloie  be  considereii  as  very 
superior. 

The  district  of  country  traversed  by  this  road,  is  very  sim- 
ilar to  tliat  traversed  by  the  ]Mieliit:an  Central  llailroad,  from 
Detroit  to  Lake  Michii^an,  both  as  to  the  extent  of  its  ])opn- 
latioii  and  its  general  resources  lor  business,  M'liieh  are  like 
Michigan,  princij)ally  agriciiltiual. 

The  following  statement  of  the  local  business  of  tlie  ^lich- 
igaii  Central  Railroad  from  Detroit  to  Lake  IMichigan,  may 
servo  as  an  approximate  estimate  for  the  local  business  of  this 
line,  and  it  will  also  show,  what  is  not  fully  appreciated  at 
the  lilast  ;  the  rapid  development  of  the  agricultural  resources 
of  the  lake  coimtry. 


Jndiiis     H^ 


041 

0  58 

42.10 

7;')  84 

lU'J.!);-) 

09!) 

227.89 

1  to 
or. 

1    Totals. 

1 

2 

M1.72 

) 

14.71 

I 

29  41 

2 

24.f.0 

) 

(■,.,•!.') 

11  10 

) 

227.80 

MICHIGAN    CENTRAL    RAILIlOAl)     RKCEIPTS    FROM    LOCAI,    BUSINESS. 


St.ltCIlK  111-. 


Years  enclirt!^. 
April  30,  1849  I  April  30,  1850.    April  30,  1851. 


Total  Loral  Rcc('i|)ts, 
Leiifrth  of  lioad  in  operation, 
Receipt?;  per  mile. 


*229,35G.3;j 
183  miles. 
$1,799.70 


>439.0()3.00 
217  miles. 
S2,023.05 


§573,490.14 
217  mile.'. 
S2,644  80 


Average  annual  increase  over  twenty-one  per  cent. 

If  this  rate  of  uicrease  is  continued  for  two  years,  when 
the  Great  Western  Railroad  may  be  in  successful  business,  it 
will  give  as  the  probable  local  receipts  of  the  Michigan  Cen- 
tral Railroad,  the  sum  of  $8'.i9,055.99.  While  it  is  not  un- 
reasonable to  suppose  the  business  above  ipioted,  will  continue 
to  increase  as  it  has  done,  yet  we  should  not  place  this  before 
the  public  as  a  reliable  estimate  of  the  local  business  of  the 
Great  Western  Railroad,  but  simply  give  it  as  data  from 
which  some  idea  may  be  got  of  the  ability  of  this  agricultural 


roiiiitiy  1(1  t'liniisli  liiisiiH'ss  for  a  (Mu-rymu;  triide  when  tli«! 
])ro|)('r  ;icc()iiiiii()(l;iti()n  is  ad'ordod  it,  and  iVotii  wliicli  an  ap- 
j>rf)\iiii;iti'  estimate'  may  I""!  made 

Tlic  (■.»iM|'l('ti(>ii  of  this  last  link  in  tlic  <^n'oat  diaiti  of  rail- 
roads Ix'twocMi  tli(!  Atlantic  and  the  .Mississippi,  will  tnnd  so 
mat(M'ially  to  incroase  tlic  lone;  travel,  that  an  estimate  of  its 
thronuh  travel,  hased  njion  the  present  circniation  across  this 
ga]),  wonld  lldl  I'ar  short  of  the  probable  resnlt. 

The  anionnt  of  first  and  second  class  travel  between  De- 
troit and  nnllldo  for  the  season  of  navigation  in  ISoO,  can  l)e 
pretty  nearly  ascertained — the  number  of  emigrant  passen- 
gers is  more  ditilcnlt  to  arrive  at. 

The  nnndjcr  of  First  Class  is  about         -         -         -     8."), 000 

do  Second  do  ...    28,000 

Number  of  Emigrants  from  10,000  to  G0,000,  say     -     r)0,000 


Total, l();i,00() 

The  first  class  jjassengers  are  this  year  paying  to  steamers 
$5.00  each  for  a  cabin  passage,  averaging  18  hours  long — 
second  class  and  emigrants,  1mm  .*i^2.00  to  IJ.OO  each.  Ex- 
perience has  determined  that  steamers  taking  21  hours  to  go 
through,  camiot  take  any  material  proportion  of  the  cabin 
travel  at  even  .<?3.00 — against  the  fast  line  at  )ii>5.00. 

The  fast  steamers  are  constructed  with  a  view  to  speed, 
and  not  carrying  capacity.  They  could  not  be  well  remuner- 
ated at  a  lower  price  than  i^4.00  per  cabin  passenger.  If  they 
take  freight  to  help  pay  expenses,  their  speed  is  reduced,  and 
the  cabin  passengers  will  pay  less.  The  present  speed  can- 
not therefore  be  kept  up,  unless  the  present  prices  are  very 
nearly  sustained.  Considering  the  accommodation  that  is 
furnished  on  these  steamers,  the  character  of  the  navigation, 
(very  ditlerent  from  that  of  Eastern  rivers,)  and  the  distance, 
nearly  oOO  miles,  and  the  perishable  character  of  steamers, 
working  in  fresh  water,  and  ,$1.00  from  Detroit  to  Buffalo  is 
a  lower  rate  of  fare  than  that  upon  any  well  equipped  route 
with  which  we  are  acrpiainted. 

If  i)assengers  now  pay  $5,  instead  of  $3,  to  save  the  differ- 


{) 


eijco  hotwtjnii  18  niul  '24  hours,  tlioy  cprtamly  will  pay  ^i*  to 
^'oovcr  I  111'  ('iinda  ntad  in  ci'-'lit  hours  as»alll^<t  aiiv  ratu  v/liich 


st(!ainors  can  carry  thciii  lor, 


111!    lllf'I'CaS)!    o 


f  1 


)nsiMoss  (M'ca- 


\i'd  hy  tlic  coiiiiilctioii  ol'this  chain  of  r<ia(.ls,  and  thi;  iialiir.il 
increase  of  hiisigess  with  its  prcsont  ac.coinniodntioii  lor  the 
next  t\\'(^  yeais,  which  latter  increase  cannot  l)e  less  than  l(> 
per  (VMit.  upon  the  prcjsent  first  class  hiisiness,  will  hoth  amount 
in  ail  prohahility  to  ([iiite  as  nineh  as  can  ho  indnccd  to  'io  hy 
the  Steamers,  leavins^  as  (irst  class  hnsiness  the  ahove  s.'),()(m) 
])asscn^nrs  at  !i>'.>  each.  This,  with  say  :iO,l)()0  second  class 
and  eniiifrant  passon^i^ers  at  !$'i.5()cach  i^ives  the  sum  oi"  ^fioDH,- 
UUO  as  the  prohahh;  value  of  the  throiigli  passenger  hnsiness. 

The  item  of  Marine  Insurance  upou  Lake  Erie,  between 
nmlalo  an<l  Detroit,  will  materially  favor  this  Kailroad  in  ils 
through  freii^htiiiij;  business.  The  average  rale  of  this  insur- 
ance upon  liake  Erie  by  steamers,  for  the  season  of  iiavi^a- 
tion  is  a  little  ahove  one  half  of  one  })er  cent,  upon  th(i  value 
of  the  tj;oods.  The  iiiiluciice  of  this  upon  the  value  of  the 
throui>li  freiLrhting  business  is  shown  in  part  hy  the  following 
statement  which  is  calculated  at  half  of  one  per  cent,  or  some- 
thing below  the  n!al  cost. 

Cost  of  Marine  Insurance  on  Lake  Erie,  by  steam,  [)er  lUO 
lbs.  and  per  ton  of  2U00  lbs.  on  various  kinds  of  goods  : 


KINDS  OF  GOODS. 


Dry  (i()i)(ls,  (LiL'iR'ral  ;i<<ortiu(.'iit,) 

Hooks  iinil  Still ioiicry,  (roiiiinon  stock) 

Boots  ;iiiil  Shoos,  avora;4e  value, 

Geiiural  stock  of  Gmix'iios, excepting  such  articles 

as  woiilil  coiiic  I'roiii  the  west, 
Driii;ii;ists'  and  Grocers'  City  assorlmeiit.     - 
Hats,  Caps  and  Furs,  general  assortment,    - 
Hardware,  (shelf  goods  generally.)      •    _  ■    _ 


It  will  be  seen  from  the  above  statement  that  the  cost  of 
Insurance  alone,  amounts  on  the  large  class  of  goods  above- 
named,  to  an  average  ipite  up  to  a  fair  rate  of  traiis|)ortation 
lor  the  same  hy  Railroad,  and  if  to  the  Insurance  is  added  tfie 
rates  of  transportation  paid  the  steamboats,  which  are  from 


10 


^'■4  to  f<'.i  )/(;)  Ion  lor  h<;;n'y,  and  .v'3  to  $1  ^'-"r  ^'sljt  ;/ood!?.  ex- 
<:t,'jA  i;aily  iii  lli<;  >j>ijiiy  and  Jan.-  jii  llie  I'all,  wiieu  ihey  art 
iK.-aily  (iOiiLJi;  tlicMi  raU;h,  Jt  wjil  b<;  m-(.-u  thai  ill*,'  Kailroad 
•;aii  h<;  ii:^<;d  at  a  lai'^f;  havin;/  to  tli';  owntMS  of  merchandise 
f.'<-n<;jally.  \\  iih  tlii^  iiailroad  (.•o;iJj)let<jd,  the  morchaiits  ol' 
ihr  <:(jii)i(.iy  u't.'hi  ol'  It,  would  imichase  goods  as  much  in  wiii- 
tei-  a;->  lu  hiinif;i<  r.  and  sivt;  th'i  iiit('r('sl  lliey  now  lose  upon 
jjioodh  |)n)(;haM'fl  in  th<;  lall  for  sjjnng  sales.  At  the  same 
time  It  would  tend  to  e(jiiali/e  tlie  business  upon  all  the  con- 
n<M;trd  (.lia'ii  of  roads  throULdiout  the  year. 

Most  (d  the'  lar^n;  iioins  ol'  llastward  freitzlit  Avill  qo  by  Ava- 
ter  in  summer.  In  winl(!r,  rariy  in  the  s[)riiig,  and  hite  in  the 
fall,  vrry  eonsiderahh;  amounts  could  be  calculated  upon. 
Within  the  last  three!  years  lari.^;  amounts  of  lioin*  have  been 
tuk(Mi  from  Driroii  to  IJuliaio  at  prices  varying  from  25  to  40 
cents  jirr  barrel  besides  insurance,  and  (lining  the  close  of 
nuvigi'lion  thi;  |»ri('<'  is  not  unfreiiuently  one  dollar  a  barrel 
mon^  at  llnllalo  llian  at  Detroit,  hut  no  advantage  could  be 
taken  by  the  wcslern  miller  of  these  occasionally  high  winter 


pri<'e.s  III  the  eas 


tern  mark<'t.     Live  stock  can  be  carried  at  all 


seasons  of  the  year  cheaper  by  railroad  than  by  Avater,  and 
very  many  articles  of  considerable  value  may  go  eastward  by 
railrtuid,  even  in  summer,  l)nt  the  bulk  of  the  eastward  Rail- 
roail  freight    will  be  carried   early    in   the   spring,  late  in  the 


fall, 


and  111  the  winter  season. 


We  should  ii«»t  think  .^jj?  11)0,000  per  year  would  be  regarded 
as  an  overestimate  «)f  the  value  of  the  thronnh  freiuhting  bus- 
iness  m  both  directions,  it  seems  very  moderate  and  quite  like- 
ly to  he  mt>re  than  reali/.ed. 

I'rom  the  hiregoing  considerations  we  are  not  inclined  to 
put  the  receipts  that  may  be  sat'ely  calculated  upon,  lower 
than  tVom  .sS00,00i)  to  .si. 000, 000,  and  tliiid<  it  perfectly  safe 
to  estnnate  them,  mcluduu-  mails  and  expenses,  at  .s90l».000. 

U  cost  .SoOO.tlOO  to  earn  that  amount  upon  the  ^Michigan 
(Vntral  Uuilri>ad  which  is  sinnlariy  situated  with  regard  to 
cost  o{'  fuel  and  must  other  considerations.     To  make  the  re- 


11 


snlt  full 7  safe  we  will  put  the  receipts  at 

And  cof^t  of  oporatiiii,'  at,  SoO.OOO 

<■)  per  co)it.  on  *^2,a()0,()()l) 

Provincial  guaranteed  bonds 

12  per  cent,  on  }*2,oO(),n{IU  stock, 


!i!S.>(),0()t) 


loO,0()() 


3()(),0()() 


SSI)1),000 

Surplus  of  2  per  cent,  to  carry^  forward  ."iOjUDO 

These  estimates  of  the  receipts  fall  below  the  estimates  of 
the  Engineer  of  the  Great  Western  Railroad  made  five  years 
ago  and  based  upon  the  business  of  that  period. 

The  business  of  the  Lake  Country  from  1817  to  1853  will 
have  (piite  doubled,  and  the  jnesent  estimate  we  have  no  doubt 
will  be  ftdly  realized. 

Considering  the  great  length  of  this  line  of  Roads,  already 
completed,  with  the  exception  of  the  Irreat  Western,  from 
Boston  to  the  head  of  Lake  Michigan,  a  distance  of  9.j5 
miles,  and  it  may  be  truly  said  that  this  is  the  only  link  want- 
ing in  the  most  profitable  chain  of  roads  that  have  ever  been 
constructed. 

While  the  stock  of  this  road  cannot  but  be  valuable  as  a 
dividend  paying  investment,  the  large  amount  of  already  in- 
vested capital  to  be  materially  benefitted  by  its  construction 
calls  loudly  upon  the  rest  of  the  links  in  this  great  chain  to 
render  their  aid  in  making  uj)  the  bakr.ice  necessary  for  its 
early  completion. 

By  law.  the  Railroads  in  New  York  have  the  right  to  sub- 
scribe to  the  stock  of  this  road  five  per  cent,  upon  their  capital. 
"^riiis  amount  from  those  upon  the  direct  or  continuous  route, 
together  with  the  same  from  the  Stockholders  in  the  Michigan 
Central  Railroad  Company,  the  latter  not  having  the  right  to 
subscribe  as  a  Conii)any,  will  furnish  from  $SUO, 000  to.s'S50,- 
000,  leaving  to  be  furnished  from  the  American  public  say 
,fi200,000.  A  considerable  pro])ortion  of  this  will  probably 
be  raised  in  the  City  of  Detroit,  whose  interests  are  most  inti- 
mately identified  with  the  coripletion  of  this  road. 

An  examination  of  the  annexed  map  will  show  the  charac- 
ter this  great  route  must  maintain  when  the  last  link  is  com- 


1-2 


j>lt'tc'(J,  ;m(i  ;ils()  how  deeply  intorosted  are  the  rest  ol'  the  roads 
ill  tlie  chain,  in  its  s[)ee(ly  completion.  This  done  and  no 
line  ol'  l{<iai|s  ean  he  l)nilt  from  New  York  or  New  England 
to  the  valley  oC  the  Mississippi  whose  line  will  be  so  short,  or 
straight,  with  snch  easy  grades  or  so  well  adapted  in  any 
particular  to  the  carrying  trade  between  the  Atlantic  and  the 
growing  millions  of  the  North  AVest. 

New  avenues  more  desirable  than  this  route  in  its  present 
state  are  rapidly  opening,  and  unless  the  road  is  completed  will 
soon  tak(!  a  larL^e  share  of  the  long  business  now  jiassing  over 
this  route.  'JMie  roads  constructing  upon  the  south  shore  of 
Lak(!  I"]rie,  connectinir  at  Cleveland  with  Pittsburgh  and  Phil- 
adel[)hia  to  New  Vorlc,  jiresent  perhaps  quite  as  desirable  a 
route  to  the  East  as  any  A'oin  that  side  of  Lake  Erie.  Alrea- 
dy this  route  is  exciting  considerable  attention  at  the  West, — 
and  a  daily  line  of  Steamboats,  of  (iOO  tons  each,  is  well  sup- 
ported between  Ckiveland  and  Detroit  without  any  contribu- 
tions from  other  interests  in  the  line.  Whatever  travel  on 
this  shore  of  the  Lake  may  i)ass  Cleveland  eastward  will  meet 
with  another  first  class  route  via  the  New  York  and  Erie  Rail- 
road to  New  ^'ork  and  thence  to  Boston,  or  a  more  expeditious 
route  to  the  latter  City  will  be  found  via  the  Newburgh  branch 
of  the  New  York  and  Erie  Railroad  to  Newburgh,  thence  by 
th"  line  of  Railroad  now  most  of  it  constructing  from  Fishkill 
(o[)posite  Newburgh  on  the  Hudson)  via  Hartford  and  Provi- 
dence lo  IJoston. 

With  tii'^se  two  desirable  routes  to  be  passed  before  the 
travel  on  this  side  of  Lake  Erie  can  reach  the  Central  New 
York  line  ot  Rouds,  it  is  clear  that  a  large  diversion  from  their 
line  ol  water  travel  will  soon  l)e  made  unless  the  remaining 
gaj)  in  the  .Northern  line  be  filled  Uf)  by  the  Canada  road. 
The  completion  of  this  road  would  imt  only  enable  that  line 
to  maintain  its  present  strong  ])ositioii  for  the  long  travel,  but 
materially  stri'Ugthen  it  and  create  a  large  increase  of  its  busi- 
ness, and  esjK'eially  increase  its  winter  business. 

Tlit^  Pi'dpie  of  the  North  Western  States  are  an  enterprising 
peoj)le,  but  their  pursuits  are  priuci[)ally  agricultural,  which 
confine  them  at  liome  during  the  summer.     These  people  to 


l:] 


a  groat  extent  are  emigrants    from  the  Easforn  States,  where 
tlieir  friends  and  relatives  an;  left  biliind.     Tlieir  time  is  un- 
occupied in  the  winter  season,  where.  ;it  present,  the  ch'se  of 
navigation  cuts  olf  communication. 

Oj)en  a  route  for  this  class  of  people   at  the  season  of  the 
year  when  they  are  idle,  and  their  circulation  between  the  East 
and  \V(3st  wordd  bring  a  new   business  of  material  value  to 
this  route,  and  that  at   a  season  of  the  year  when  their  cars 
are  running  but   partially  filled,  and  no  increase  of  expense 
would  result  from  their  accommodation. 

Lake  Erie  is  exposed  to  storms  in  spring  and  fall,  which 
leaves  but  some  5  or  G  months  of  comparatively  good  naviga- 
tion, and  even  at  this  season  very  many  are  deterred    I'rom 
crossing  it  by  the  fre([uent  accidents  and  loss  of  life  occurring 
upon  its  waters.     No  less  than  six  serious  accidents  occurred 
to  passenger  steamboats  upon  Lake  Erie  durin!2  the  last  year, 
resulting  in  the  loss  of  37 1  lives.     The  people  from  the  Ivist- 
ern  States  thus  deterred  from  visiting  the  West,  wlu)  would 
use  this  whole  line  of  Railroads  if  com[)leted,  wculd  form  an 
additional  item  to  the  passenger  business  of  considerable  value. 
These  and   various  other  new  resources  of  business  to  be 
opened  by  completing  this  road,  as  well  as  the  great  increase 
of  ordinary  business  would  add  largely  to  the  business  of  the 
whole  line. 

Each  new  passenger  passing  over  the  line  from  Lake  Micli- 
igan  to  New  York,  or  so  far  towards   Boston   as  the  line  has 
authority  to  subscribe  to  the  Canada  road,  would   add  to  the 
receipts  of  the  present  roads  not  less  than  $'14. 

The  interest  of  .^j^SoO, ()()(),  the  sum  these  roads  are  called 
upon  to  subscribe  to  eom])lete   the  Canada   Road   at  10  [)<"r 
cent.,  is     -------         -      $85,1)00 

The  small  number  of  eleven  new  passengers  each 
way  per  day  for  the  winter  and  six  per  day  for 
the  summer  months — say  11  each  way  per  day 
for  180  days  and  G  each  per  day  for  180  days 
gives  6,120  passengers  at  $14  each,         -         -  8,5,080 

We  make  this  statement  simply  to  show  how  small  a  pro- 


J4 


tjojj  <;J  th<j  <;;;/jyfJ;j  iioa'i  w<;ijl'J  briuv  lo  ih'i  if:sX  ol"  the  line, 
ji  i;;l-.<  >.  i<;  j;.jy  l|j(;  j.Mij.^;  j/jirrr«."-.i  of  i(;jj  j/,-r  (.(.-jji.  uj^oij  iheif 
^";t'/<;l•.   j/j  the  <y:in!i<i:t   i{o;j(J.  aij'J  llu^  while   llu;    Slock    itself 

j;(';/i;J.v  i  l<;  h<;  <>/j<;  ij/  lh<:    \<;ry   \j<:hl  Jli V<:btlljeiit^  <A   Jt-S  kllid. 
A   li :'.V    J/jl<;/<'h)<r<i     J><;()Jji(;     haV(;     'jU'.'htJOUe'i     tije     WJSdoJJl     of 

Jo<  .iijijf..'  ()j<-  Ji;j^i<^j/i  )<-ji/ji/jus  (j|  t}jis  foud  ui  the  Suspension 
lJn<ij.'('  ;,f.  Sr.ff/.ti.t.  I'lill:,,  i;jst(;u(i  (,i  m  i\t<:  i(AVij  of  liertie,  op- 
potjii;  liiili.iUi.  \V<.  h.iVf;  jio  duiihl  that  the  Jocutiou  is  the 
j/j</t3i  ji/ij/';,,i(,';  ih.it  r;i/iil(]  he  iJi.i.<Ji;  lo  servf  the  [lurposes  in- 
if.iidiil  ih;ii  ul  iji;tlii)ii.^  the  joiil(;  the  iiKJst  serviceable  and 
«:\piMhlioi(,i  li//   lh<'  h(iij4  lrav<;h 

l''i<fiii  Hijiii;  lo  IJiiil.ilo  (he  fony  would  he  about  three  miles 
Iniitj.  'j'lii-  |);i,>,r„iw,;  ilr^o^^  this^  late  iii  the  fall,  in  the  winter, 
iiiid  t.aily  III  I  he  hpnii;^,  would  often  he  dangerous  and  fre- 
<|iiriiily  iinpiih-iihle.  We  Knpp(ts(!  in  pleasant  weather  the 
iiuie.  III  pii,-Mii;j  fiuiii  the  »;;ii>;  at  Heriic  to  the  terry  hoat, 
.K  Ttih.i  I  he  leny  mio  ({(iirulo  (/'reek,  thence  by  land  nearly  a 
uiile.  iliii.ii'jh  (he  eiiy  |o  lh(!  Kasteru  Kadroad  Depot,  would 
lie.  nu(  Ir.^N  (hiin  one  hiiiir  and  a  half.  This  would  he  as  ex- 
pe.dKi.Ki.'ily  ii^  a  lull  (laui  of  passengers  with  their  luggage 
t  iiuld  be  liauriieired  iVoui  «tn(!  train  ti»  the  other  in  good 
ueadui,  uiih  no  allowanct^  for  the  many  contingencies  that 
eiub  une.s  all  llu^  ^hlppin^  in  (hat  oviucrowded  harbor,  where 
i(  uo(  uiiiii'i|iieii(ly  ha|ipeiis  that  a  steamboat  is  many  hours 
in  ^e(llll^  111  or  out  oi'  i\u'  river, 

V(  du'  |>ie.M'ui  teinimiis  at  Niagara  Falls  we  do  not  under- 
^(alld  ibeie  to  |i»^  any  |>i'ai-tu'al  liilliculty  in  strengthening  the 
pre.M'iit  Mi.s|ieusn>ii  Und^e,  or  coiistructiug  another  sutlioiently 
>trt>iiL!,  to  earr\  o\er  tlie  dams  entire  as  they  arrive.  Hut  even 
Mippo.sui^  the  [ue^eiit  bridge  to  be  used  as  it  now  is,  it  is  but 
MH»  (ret  loiis^  ;  iu>i  longer  than  many  o(  our  depots  are  at 
lue^ellt  eoustriu'ted,aiid  with  crates  lor  the  transfer  of  the  bag- 
gage u  about  o[>eniug  them.  The  transt'er  o(  passengers  and 
bagga^^e  trom  one  tram  to  the  other  could  be  easily  done  in  15 
uumite^  u  itfi  tiocbaiH'o  t'or  contmgeucies  to  create  additional 
delays.  When  all  things  favor  the  r>utlalo  crossing  it  still 
appear^  tliat  one    hour  and  a  t.piarter  is   saved  by   crossing  at 


15 


iider- 
the 
'  nth- 
eve  ti 

but 
•e  at 
bag- 

aiid 
u  15 
Loiial 

still 
isr  at 


Niagara,wliich  is  equal  to  a  distance  saved  with  Express  trains 
of  at  least  li")  miles.  It  is  also  believed  that  the  crossing  at  Ni- 
agara will  be  an  attrnctivc  leatnrc  in  the  route,  lor  otluu'  thini.'s 
being  equal,  the  opportunity  of  seeing  Niagara  Fulls  will  turn 
the  scale  in  favor  of  this  route  with  a  large  number  of  pas- 
sengers every  year. 

When  this  chain  of  roads  is  completed  from  New  York  to 
the  West  it  will  not  only  have  advantages  over  all  others  in 
straightness,  grades  and  distance,  but  from  New  York  to  Sy- 
racuse, and  probably  to  Rochester,  it  will  have  a  double  track, 
Avhich  will  greatly  facilitate  the  passage  of  Express  trains 
over  this  portion  of  the  ronte.  For  Express  trains  over  single 
and  double  tracks  u])on  long  lines  we  suppose  a  fair  compari- 
son would  be  28  miles  per  hour  for  shigle  track,  against  33 
miles  per  hour  for  double  track,  including  stops  for  wood  and 
water,  change  of  engines,  &c. 

Michigan  City,  at  the  head  of  Lake  Michigan,  is  a  point 
common  to  the  routes  on  both  sides  of  Lake  Erie.  The  dis- 
tances thence  to  New  York  would  compare  as  follows: 

Michigan  City  to  Detroit,             _  _  _ 

Detroit  and  Niagara,           -         -  -  - 
Niagara  to  Albany,  straight  route, 

Albany  to  New  York,          -        -  -  - 


Total  on  North  route,  292  miles  double  track,  and 
607  miles  single  track,  in  all  -        _         _       899 

Michigan  City  to  Toledo,  -  -  _  - 

Toledo  to  Dunkirk,         -  -  _  _  . 

Dunkirk  to  Butfalo,         -  _  -  -  - 

Butlalo  to  Albany,  _  -  _  _  - 

Albany  to  New  York,     -  -  -  -  _ 

Total  via  south  shore  of  Lake  Erie,  Buffalo  and 
Albany  to  New  York,  292  miles  double  track, 
and  GGO  miles  single  track,  in  all 


227  miles. 

228     " 

300     -' 

141     " 

u 


208 

2o7 

43 

300 

Ml 

Distance  in  favor  of  Northern  Route, 


952 
53 


Hi 


Mif.'lii^Mn  City  to  [)inikirk,  as  above  -         -      465 miles. 

Dimkiik  to  .Now  York,  via  .\.  Y.  &  Erie  R.  R.       400     " 


Totiil  via  .N.  Y.  &,  I'Jrie  R.  R.  all  single  track,  925  " 

iJiliorciiMM!  ill  miles  in  favor  Northern  route,      -         26  " 

Disiaiicc  ^^•lill<;(l  by  double  track  on  Xorthern  route,  44  '• 
l*riiclic;il  dillonmce  in  ("avor  of  Northern  route, over 

south  ,si(l(!  of  Lake  Miie  and  N.  Y.  Erie  R.  R.         70  " 


.Michi^iUi  (Jity  to  Toledo,  as  above, 
Tobulo  to  Cleveland  via  iNorwalk, 
Cleveland  to  Pittsburgh, 
l*ittsbur^h  to  Philadelphia,     - 

iMichiii;au  City  to  IMiiladelphia, 
Philadelphia  to  I\(!\v  York, 


208 

li 

IM 

n 

135 

il 

353 

i( 

810     '' 
01     •' 


Michigan  ('ity  to  Xew  York  via  Toledo,  Cleve- 
land, Pittsburgh  and  Philadel])hia,  all  single 
tracks,  with  diHicult  grades  and  curves,         -       901 

Dillcrcncc  in  favor  of  Nortiiern  route  over  that  via 

IMiiladelphia, 2 

Distance  gained  by  double  track  on  Xorthern  route,      44 


Piaetical  dilference  in  tavor  of  Xorthern  route, 


40 


Michigan  City  to  Monroe,              -          -          -  208 

Monroe  ti»  Hetroit,         _____  4(j 
Detroit  to  Xew  Yi)rk  via  Niagara  and   Albany,  as 

hefoie, 072 


Michigan  City  to  New  York  via  Monroe,  Detroit, 

Niagara  ami  Albany,  _         _         _         _  920     '• 

JMichiganCity  toXew  Yorkvia  Toledo,  Cleveland, 

IJutl'alo  and  Albany,  as  before,     _         _         _         952     '• 


From  the  above  it  appears  that  the  E'^astvvard  travel  from 
the  Michigan  Southern  Railroad  can  go  from  Monroe  north 
ti>  Detioit   and  then  over  the    Northern  route  to  New   York. 


I 


n 


u 


li 

u 


and  save  32  miles  over  the  route  via  soutli  shore  of  luike 
Erie  and  Rnffhlo.  No  road,  however,  is  contemplated  from 
Monroe  to  Detroit  that  we  kiiow  of,  and  we  merely  instance 
this  to  show  the  2;reat  directness  of  the  Xorthern  ]?<Mito. 

The  General  Government  has  given  to  the  State  of  Alabama. 
Mississippi  and  Illinois  a  large  amount  of  valuable  lands,  which 
it  is  estimated  will  go  far  toward  constructing  the  railroad 
which,  with  the  lands,  are  now  in  the  hands  of  strong  com- 
panies from  Galena  and  Chicago  via  Cairo  to  Mobile.  These 
roads  (the  Illhiois  Central  and  Mobile  and  Ohio)  will,  there- 
fore, be  pushed  forward  rapidly  to  an  early  completion.  By 
another  company  a  road  will  undoubtedly  connect  St.  Louis 
Avith  the  Illinois  Central  Road,  as  soon  as  the  latter  can  be 
completed. 

The  completion  of  these  lines  will  give  to  this  Xorthern 
route  great  advantages  for  the  passenger  business  to  the  east 
of  the  whole  Mississippi  Valley.  The  strong  disposition  of 
southern  passengers  to  push  at  once  to  the  north  as  far  as 
practicable  before  turning  eastward  will  undoubtedly  render 
this  route  a  favorite  with  that  class  of  travel. 

When  these  roads  are  completed,  the  following  statements 
will  show  a  comparison  between  this  route  and  some  of  the 
others  at  present  in  use  : 

The  distance  will  then  be  from  St.  Louis  to 

Michigan  City, 

Michigan  City  to  New  York  via  Northern 

route,  

St.  Louis  to  New  York  via  Northern  route, 

St.  Louis  to  Cincinnati  via  Ohio  River, 
Cincinnati  to  Cleveland,       _         -         _         . 
Cleveland  to  Buffalo,  _         .         _         _ 

Buffalo  to  New  York  via  Albany, 

St.  Louis  to  New  York  via  Cincinnati,  Cleve- 
land, Buffalo,  and  Albany,         -         -         - 
Difference  in  favor  of  Northern  route,   - 


307  miles 

899 

a 

1206 

(( 

704 

u 

254 

ii 

186 

li 

444 

11 

1588 

u 

382 

(( 

18 


Steamers  from  New  Orleans  come  up  the  Ohio  for  eastern 
travel  withont  goini^  to  St.  Louis,  the  jmint  common  to  both 
routes  for  this  travel  will  be  Cairo. 


From  Cairo  to  Michigau  City,      -         -         -  :J57  m 

Michigan  City  to  New  York  via  Northern  route,      81)9 


iles, 


Cairo  to  Now  York  via  Northern  route, 

(.'airo  to  (vincinnati,  ,         -         . 

Cincinnati  to  New  "N'ork  ;is  before, 

Diiference  ni  fiivor  of  Northern  route,    - 


1256 

504 

884 

1388 
130 


The  difference  in  time  from  St.  Iiouis  to  New  York  on  the 
different  routes  compared  will  be  found  hereafter  to  be  very 
large,  as  the  up-river  steam  navigation  of  the  Ohio  to  Cincin- 
nati is  very  slow  compared  with  express  trains  upon  railroads. 
Cairo  being  a  point  common  to  both  routes  for  all  the  travel 
of  the  lower  Mississippi  to  New  Orleans,  the  comparisons  al- 
ready made  will  apply  to  the  whole  of  the  lower  valley. 

CONDENSED  STATEMENT 


OF  DISTANCES  ON  ABOVE  ROUTES. 

Michigan  City  to  New  York,  Northern  route, 
Do.       do.  do.       via  Toledo,  Cleve- 

land, Buffalo,  and  Albany,  _         _         _ 

Michigau  City  to  New  York  via  Toledo, 
Cleveland,  and  New  York  and  Erie  Railroad, 
all  single  track,  -         -         _         -         _ 

Michigau  City  to  New  York  via  Toledo, 
Cleveland,  Pittsburgh,  and  Philadelphia,  all 
single  track,      ------ 

Michigan  City  to  New  York  via  Monroe  and 
Detroit,  thence  over  Northern  route,     - 

Chicago  to  Nev/  York,  Northern  route, 

Galena  do.  do.         do. 


899  miles, 
952     " 

925      " 


901  « 

920  " 

951  " 

1130  " 


( 


lu 


miles, 


(( 

( 1 


(( 

u 


1206  miles 

1588   " 

1256   •• 

158S   '• 

iris  •' 

1948   " 

The  distance  from  these  two  last  places  to  New  York  over 
the  several  other  routes  respectively,  will  compare  the  same 
as  from  Michigan  City,  the  latter  being  a  point  common  to 
all  the  rontcs. 


St.  Louis  to  New  York,  over  iNorthern  route. 
Do.  do.  via  Ohio  River,  Cincin- 

nati, Cleveland,  Hutlalo,  and  Albany. 

Cairo  to  New  York,  on  Northern  route. 
Do.  do.  via  Cinciimati,  Cleveland, 

Buli'alo  and  All)any,  .         .         .         _ 

Mobile  to  New  York  by  railroad,  via  Northern 
route,     ------- 

New  Orleans  to  New  York,  Northern  route — to 
Mobile  by  water,  balance  by  railroad. 


o6  miles  being  added  to  fuiy  of  the  above  distances,  via 
Albany,  will  give  the  distance  to  Boston  instead  of  New 
York. 

Time  required  to  travel  between  New  York  and  places  at 
the  West  and  South  over  various  routes,  double  track  33  and 
single  28  miles  per  hour,  including  wood  and  water  slops — 
other  stops  allowed  for : 

Detroit  to  New  York,  Northern  Koute, 
Chicago  to      do.  do.  do. 

Galena  to        do.  do.  do. 

St.  Louis         do.  do.  do. 

Do.  do.  via  Cincinnati  and  Buffalo, 

Cairo  do.  Northern  route. 

Do.  do.  via  Cincinnati  and  Buftalo, 

Mobile  do.  Northern  route, 

New  Orleans  do.  via  Mobile 

But  New  Orleans  will  undoubtedly  connect  further  North 
making  the  time  only  a  trifle  longer  than  from  Mobile. 

3  hours  added  to  the  time  on  any  of  the  above  routes  will 
give  the  time  to  Boston  instead  of  New  York. 


24  h 

ours, 

35 

42 

45 

92 

47 

79 

66 

•  « 

78 

li 

20 


In  conclusion  we  will  only  add,  that  with  easier  grades, 
straighter  lines,  a  larger  amount  of  double  track  and  a  shorter 
line  between  the  East  and  the  West  over  the  Northern  route 
than  any  other,  we  believe  the  completion  of  the  Great  West- 
ern Railroad  will  secure  to  this  route,  in  a  most  permanent 
manner,  a  very  large  share  of  the  Eastern  passenger  business 
of  the  North-western  States  and  the  Mississippi  Valley,  and 
make  it  one  of  the  best,  if  not  the  very  best,  remunerating 
thoroughfares  that  has  ever  been  opened  for  the  use  of  the  tra- 
velling public. 


J.  M.  FORBES, 
ERASTUS  CORNING, 
HENRY  LEDYARD, 
HENRY  N.  WALKER, 
J.  W.  BROOKS, 


Committee. 


r  grades, 
a  shorter 
3rii  route 
fat  West- 
jmiaiiGUt 
business 
lley,  and 
inerating 
f  the  tra- 


IITTEE. 


, 


